Gas-engine.



V7.1. VALENTINE.

GAS ENGINE.

APPLICATION FILED MAY 29, 1907.

v 945,296. Pa tented Jan.'4,1910.

2 SKEET8SHEET 1.

W. P. VALENTINE.

GAS ENGHIE.

APPLIOATIOH FILED my 29. 1907'.

Pat sated Jan 4,1910. I

Be'it known that I, WARREN UNITED STATES. PATENT OFFICE;

WARREN. r. vannnrmn, or WESTFIEhQyNiiW anizsnr, Ass enon r mrnnnarionan smut-rm COM1ANY, 9FNEW 20mg, any A conronarron or n'nwmnsnv.

" Gas-Enema.

snectfieation otl'letters Patent. 313,1 4, 1910,

' Application filed m 1907; Serial Ila-376,244.

To all whom it may concern:

ma, a; citizen of the United States, residing at v described and-represented in the following estfield, county of Union, and State of New Jersey, have mvented .-=certain new and useful Improvements in GasEngines, fully specifieatioli ijiand the accompanying drawings, forming a part of the same.

-- This invention relates to an improved gas engine, the'speci'al object being to provide a simple, cheap), light and durable gas "engine parts, all-as fully== described hereinafter and which may e runat. high rates of speed with certainty-and econ0my..

The invention consistsin certain novel featuresof construction and combinations of specificallyipointed out in the claims. Intheaccompanying drawings forming a partbf this specification, and .in which is tionalelevationfof the engine through the crankshaft; Fig; 2 is a sectional end-eleva-' tion the section being-talcenthrough 'one of the power cylinder s'andth'eregulat ng valve chamber.- Figs. 3 :to' Gare-dia ams-showing the pistons in-ditferent pos1tions' correspondinmto the divisions of the cycle-shown in Fig. kand .Fig. 7 is a cycle diagramof the engine shown. 4

Referring to:the'd1'awings, which show'a two cylinder engine, A is a base casing, which forms air chambers a, a in which air is compressed for scavenging, and upon this base-casing A are mounted the-power cylinders B, 'B and fuelpum cylinder C, the

power cylinders and fne' pump cylinder rod 32 connect-edsjto the s aft .D by p'itman' preferably being cast in one piece, as shown,

to avoid leakage and for economy in construction. The power cylinders are shown as having the usual water jackets 1. crank shaft D is 'mounted in thebase casin A, and connected to the power pistons b, b by pitmen 30 connected to cranks 31, 180.

apart, and the fuel pum piston c has its 33 and-crank 34; -Rvhicha is 90, or approximately 90, from each power pistom crank.

The shaft is shown as having the twofibalance wheels 35, 36.

Each of theair chambers a, a is provided with a portflggforithe admission of air,,and these'cliainbers are connected tothe explosion-flen defthepowercylindersvB', B by Pr VALEN position; .2.

The

ports opening into the power cylinders at or near the line of the exhaust ports 4 which connect with exhaust pipe E. The charge is admitted to the power-cylinder B. from below the pump piston 0 through port 5 in the cylinder walland port; 6 in the pier ton 0, and the charge is admitted. to the power cylinder from above the pump pis- -.ton cfthrough similarly arranged ports 7, 8,

the admissioni ports thus being controlled by both the power and pump pistons, and ad-.

mission to the power cylinders occurring only when both pistons are the proper The e181 employed is ,aanixture (if gas and air, which is mixed with the fresh air in the cylinder after scavenging, this fuel being. admitted alternately "above and below athe'pu np pistoncrthrongh ports 40, 41 from I a--'m1x1ng chamberwithin the mixing and regulating valve d mounted in a casing .M, 9,-10 being the gas adn issionports an 11,

12 the air admiss on-ports in-the casing which are-controllediby the-valve d. The

valve 03- isa cylindrical; valve sliding in a cylindrical liousi ng e, and the valve has three-ports, :the-two routside"por-ts 13, 14 being vfor air and the-middleport 15 for .gas. The stem'16-ofthevalve dis connectedjby link '17,"to lever "-18 which is operated .byeccentric rod 19.fr on'1 eccentric 20 on the shaft D, the position ofxthis eccentric 20 being controlledby a overnor so as to vary the position of theva ve d and regulate the charge in accordance 'with the load. -Any '90 form of 0vernor,either ball or wheel, may beused, but there is shown in the drawings a'common form of wheel governor.

' The housing e not only rovides a wearing sleeve for the valve (1, w ich may readily be replaced when worn, butmay. be used to adjust the-amount of gasrelativclyto the air, the ports 9,101and115 preferably being divided totorm 'a;plurality 'o ports opened more or less by'the rotation of t 1e, housing e, so thatthe rotation of=thejihousing e varies the amount .ofgas admittedrelatively to the air to. suit the kindof gas employed, withoutiatlecting the rate and timeof closure of'the air and gas ports. The housing may'be rotated as desired. by-removing the cover whiclrcloses the topnof the casing. The air admission ports-in. the valve and housing may be, continuous or otherwise, so

may adjust the air admission. The air and gas ports referably are of the same width and havet e same time and rate of closing. Other forms of mixing and regulating valves may be used, and the broader features of the invention are not limited toany particular form of devices for supplying the charge to the pump.

The operation of the enginewill be understood from a, brief description in connection with the drawings.

- In Figs. 1 and 2 the parts are position, .as in Fig. 4, during the admission of the charge .to cylinder B. In the dia gram, Figs. 3 to 6, the parts, are shown in position with the power piston b at the ends of the cycle divisions shown in Fig. 7, the

piston I) thus being at the end of the expansion operation and just about to open the exhaust and scavenging ports in Fig. 3,.at the end of the exhaust and'scavenging operation and having just closed the exhaust and scavenging ports in Fig. 4, at the end of the charging operation and just closing the inlet port in Fig. 5, and at the end of the compression operation and admitting air and regulating-valve d, in

to the air chamber a in F ig 6. The mixing i'g. 2, position to admit ,gas and air through 'the mixing chamberand-port lt) to the upper, end of the pump cylinder C.

Referring especially to the diagrams, the

' 'power istonb, starting from the position shown 1nFigL3 at the end oft-he expansion operation,-;on its further downward movement: opens exhaust port 4 and scavenging port 3, so thatthe air compressed in chamber aduring'azthe-expansion operation of the .pistonqhrushes-into the cylinder B,.hastens 40' the'exhaust and, sweeps the cylinder clear of all-gases, so that the charge, when admitted, .is mixed-with; no waste gases but with pure air. Thisexhaust and scavengi ng-'operation continues past the dead center and until the piston 6 reaches the position shown inFig. 4, when the scavenging-and exhaust ports 3, 4 are closed by the piston b and the charge admitted and compresse below the mg air in ppmp piston c is admitted to the cylinder a We piston b by port 6 in the piston c connecgng'with the port5, admis- 1 c o'sed by thepower piston b and the pump pistonc as shown in Fig. 6. Thepistonbnow moves ownward through the ex ansion operation, closing the air port 2 an compressthe chamber a, and the closing of the inlet port 5 is maintained by the pump piston 0 after the power piston b has passed shown in.

it, the parts being thus returned to the position shown in Fig. 3. The cycle of piston b is the same, of course, as that of the piston b, and timed at 180 therefrom, as shown in the diagram.

The ports and movement of piston 0 may be such that no part of the charge is admitted until the piston b has closed the eighaustand scavenging ports, but it maybe found preferable, especially at very h gh speeds, to secure a longer charging operation by opening the admission port partly or wholly beforethe exhaust and scavenging ports are closed. This assures a full charge with a longer scavenging'operation and less compression in the pump than otherwise. Thissop'ening of. the admission port before the closing of the exhaust and scavenging ports is indicated-in Figs. 1 and 2 by the size and position of the ports in the pump piston c.

While the invention has been illustrated and described as applied to a two cylinder engine, in which a power stroke in each cylinder at each revolution is secured, the pump piston supplying the charge alternately to the two cylinders and certain feetures of the invention are limited to such a construction, it will be understood that the claims not thus limited include an-engine having but a single power cylinder, in which case the pump cylindermay be single acting instead of double actingyas shown.

It will be seen'that the whole power end of the-engine, including thetwopower cylinders and fuel pump cylinder with their connecting web and ports, together withthe mixing and regulating valve chamber, may be formed of a singlecasting without joints, as shown, and that there areno valves in contactwith the hot gases oi combustion, so that leakage of joints and the effect of gases on valves, are avoided.

What I. claim'is:

1. In a'gas engine, the combination with a power cylinder and pump cylinder and their pistons, an air chamber m which the engine compresses air, an inlet passage connecting the pump cylinder and power cylinder controlled by both the pump piston and power 1 piston, a scavenging passage connecting the power cylinder with the air chamber and controlled by the power piston,- and cylinder exhaust and air chamber inlet ports controlled by the power iston, of a mixing chamber connected .to t e pump and liavln air and gas inlets, and valve devices actuate by the-e 4 of air an gas to the mixing chamber and the admission of the charge from the mixing chamber to the pump. 2. Inn gas engine, two power cylinders and a double acting pump cylinder and their pistons, air chambers in which the power pistons compress 'ne for controlling the admissionthe combination with I power air on the power stroke, inlet passages connecting the pump cylinder with the power ders with the air chambers and controlled by l and cylinder exhaust and p rts controlled by the the power pistons, air chamber inlet power pistons, of a nected to the inlets, gine forcontrolling the admission of air and gas to the mixing chamber and the admission ofthe charge to the pump. 3. In a gas engine, the combination with two power cylinders and a double acting ump cylinder and their pistons, air chamers in which the power istons compress air on the power stroke, in ct passages connecting the pump cylinder with, the power cylinders, the pump piston and a power piston, scavenging passages connecting the power cylintiers with'the'air chambers and controlled by mixing chamber conpump and having air and gas thepower pistpnannd cylinder exhaust and "air chamber nil etports' controlled by the pistons, eta mixing chamber conto the puinp and having air and gas nected a regulating valve actuatedby the en:

nlets,

and valve devices actuated by the en' closed, of charging devices for each passage .being cohtrolled by I 'gine for controlling the admission of air and gas to the mixing chamber and thefadmission of the charge to the pump, and a govergor controlling said valve.

w 4. In a gas engine, the combination with a power cylinder and pump, cylinder and their pistons, an air chamber in which the engine compresses air a charge inlet passage con- I nectmg, the pump cylinder and power cylinder controlled by both the pump piston and power piston, a scavenging passage connectmg the power cylinder with the air chamber and controlled by er inlet ports controlled by thepower piston,said ports and pistons being arranged to open the charge inlet port to admit a portion of the charge be' ore the scavenging and exhaust orts are supp ying the explosive charge to the pump for compression before admission to the power cylinder.

In testimony whereof, I have hereunto set my hand, in the presence of two subscribing witnesses.

WARREN P. VALENTINE.

the power iston, and cyl- .mder exhaust and air chain 

